End train-pipe valve



`Ian. 7, 1930. E. H. GOLD ET A1.,v

END TRAIN PIPE VALVE 2 Sheets-Sheet 1 Filed Aug. 3. 1928 Jan. 7, 1930. E. H. GOLD ET AL L'Mzfl END TRAIN PIPE VALVE Filed Aug. 5, 1928 2 *Sheets-sheer 2 Patented Jan. 7, 19'3 UNITED lSTATES PAT-ENT OFFICE i EGBERT H. GOLD, OF MIAMI BEACH, FLORIDA, AND EDWARD A. RUSSELL, OF CHICAGO, ILLINOIS; SAID RUSSELL ASSIGNOR TO VAPOR CAR HEATING COMPANY, INC., F CHICAGO, ILLINOIS, A CORPORATION OF NEV YORK; MARGARET JAYNE GOLD AND BISCAYNE TRUST COMPANY EXECUTORS OF SAID EGBERT I-I. GOLD, DECEASED ENDv TRAIN-PIPE VALVE Application led August 3, 1928. Serial No. 297,272.

This invention relates to improvements in 4end train pipe valves for steam car heating systems, and more particularly to certain improvements in the type of valve disclosed. in the patent to VRussell 1,6" 6,393, granted `January 17, 1928, and in the copending application of Gold and Russell, Serial No.

237,778, filed Dec. 5, 1927, now'Patent 1,697,- 684, Jan. 1, 1929.

. train pipe of each car is provided with an end train pipe valve, t-hese valves at the adjaf cent ends of the two cars being normally open when the cars are included in a train and the steam couplings are connected 1n place. Only the end train pipe valve at the rear end of trouble in cold weather.

the train will be closed.

As the entire train line and connections are exposed to the weather, it naturally follows that considerable condensation takes place therein, and most of this condensate can only escape at the rear of the train line. This condensation, if it is not allowed to discharge at the rear as fast as it collects, will quickly freeze up and cause very serious However, if the steam pressure is maintained on the train line all the way to the rear and the rear train pipe valve allowed to bleed a little steam through the rear hose coupling, that is, allow a small stream of steam to continuously escape, this trouble will be avoided.

When the steam couplings between adja cent cars are connected, the workmen standing adjacent the valves may move them to open position. However, it is sometimes desirable to open one of these valves from the platform above, for example when steam is to be cnt off from the entire train line, at which time the rear trainpipe valve is opened 'wide to blow out the train line and allow steam to escape.

. In one approved form of operating these shaft and cam.

valves, as disclosed in the prior applications referred to hereinabove, a lever is piv* oted at one end within the valve casing and connected at the other end to the movable valve member. A horizontal rock shaft positioned beneath this lever has a cam thereon which engages beneath the Ylever to lift the lever and valve member as the high portion of the cam is rotated into engagement with thelever.

The principal object of the present invention is to so improve this valve-operating mechanism that the effective lever arms will remain substantially constant in all positions of rotation of the cam. This is accomplished by providing a downwardly 'facing projection on the lever which engages the cam with substantial line contact at all times. The lever is suitably recessed adjacent this projection to permit the high portion of the cam to ride up within the recess without engaging the lever until this high portion of the cam comes into engagement with the projection provided for that purpose.

Other objects and advantages of the invention will be more apparent from the following detailed description of one approved form of the apparatus.

'In the accompanying drawings:

Fig. 1 is a central longitudinal vertical section through the assembled valve.

Fig. 2 is a. horizontal section taken substantially on the line 2-2 of Fig. 1.

Fig. 3 is a vertical section taken substantially on the line B-S'of Fig. 1.

Fig. 4 is a perspective view of the valve lifting lever.

Fig. 5 `is a perspective view of the rock Referringy now tothe drawings, at 1 is shown the end of the train steam pipe, supported in the usual manner beneath the car. The main casing 2 of the end train pipe valve is formed at the rear with an extension 3 which is internally threaded at 4 to receive the end of the train pipe 1v from which it is supported. Valve casing 2 is also provided with adownwardly projecting extension 5, which is internally threaded at 6 to receive theend of the flexible pipe coupling, by means of which, connection is made with the adj a cent car.

The main valve seat 7, preferably in the form of a removable annular member screwed into the casing 2, is located at the upper end of the outlet passage 8 in vertical extension of the casing. The main valve member 9 is formed at its lower end with a valve plate 10 adapted to ucooperate with the valve seat 7 to close the outlet passage 8. Valve plate 10 is formed centrally with a vertical steam passage 11, at the upper end of which is an auxiliary or intermediate valve seat 12. A pair of similar spaced-apart vertical arms 13 and 14 arise from plate 10 at opposite sides of the auxiliary valve seat, these arms being joined by a horizontal web 15, spaced above the plate 10 so as to leave a horizontal steam passage 16 between the arms 13 and 14 and between the web and plate 10. l/Veb 15 is formed y with a central vertical cylindrical passage 17,

coaxial with the steam passage 11 in plate 10, but of greater diameter than the passage 11. Vertical passage 17 serves as a guide for the auxiliary valve member 20, hereinafter de scribed. The upper portions ofthe arms 13 and14 form a yoke, the upper ends of this yoke being formed with the aligned circular openings 18 and 19.

The auxiliary valve member 2O comprises a lower cylindrical portion 21 adapted to fit slidably within the vertical passage 17 in the main valve member 9. The lower end 22 of the auxiliary valve member is adapted to fit against and cooperate with the valve seat 12 to cut off the flow of steam through steam passage 11 in valve plate 10. Somewhat above the bottom 22, the cylinder 21 is pierced by a horizontal passage 23, which, when the parts are assembled, substantially aligns with the horizontal passage 16 in the main valve member 9. A small bleeding port 24, having 'a tapered or conical upper end, is formed centrally in the bottom portion of the cylindrical valve member 21, so as to form a small steam -passage connecting the end of this valve member with the horizontal passage 23. A central vertical cylindrical passage 25 extends upwardly through the top of the cylindrical portion 21, from the horizontal passage 23. This passage is adapted to house and guide the lower portion of the bleeding valve 31, hereinafter described. At the upper end of cylinder 21 is a yoke formed by the transverse plate 26 and the upwardly extending side arms 27 and 28, these members being so spaced and proportioned that they will fit loosely between the side arms 13 and 14 of the main valve member 9. Near the upper ends of the arms 27 and 28 are the aligned openings 29 and 30. These circular openings are somewhat smaller, that is of less diameter than the openings 18 and 19 in the main valve member, and are so spaced vertically that when the' main and auxiliary valve members areassembled, as shown in Fig. 3, the lower edges of'these several openings will be in alignment. Of course, at this time, the upper edges of the large openings 18 and 19 will be above the upper edges of the smaller openings 29 and 30.

The bleeding valve 31 comprises a cylindrical post 32 adapted to fit slidably within the vertical passage 26 in the auxiliary valve member, and formed at its bottom with a conical end 33 adapted to seat within the conical bleeding port 24, already described.

The upper portion of this bleeding valve is flattened out vertically, as indicated at 34, and provided with a central horizontal circular opening 35 adapted to receive the transverse pivot pin 36, by means of which it is connected with the valve-operating lever, hereinafter described.

A yplurality of vertical guide members 37 are formed within the casing 2, between which the main valve plate 10 is slidably fitted for vertical movement toward Vor from the main valve seat 7.

The valve lifting lever 38 is pivoted at one end upon pivot pin 39, mounted within the inlet passage 40 of the valve casing. The pivot pin 39 may conveniently be in the form of a screw bolt having its large end 41 screwed into one side wall of the casing, and its opposite end 42 supported within a project-ion or stud 43 formed onvthe inner side of the opposite side wall of the casing. The opposite end of lever 38 is forked at 44 to form downwardly projecting ends 45 which extend at opposite sides of the flat upper end 34 of the bleeding valve and between the arms 27 and 28 of the auxiliary valve 20, and are pivoted upon the transverse pin 36, already referred to. This pin 36 forms a pivotal connection without any appreciable lost motion, between the valveoperating lever 38 and the bleeding valve 31, but the end portions of this pin 36 extend loosely through the several circular openings 18, 29, 30 and 19 in the yokes of the main and auxiliary valve members, already described. In ausual manner, one end of pin 36 may be formed with an enlarged head 46, and the other end may receive a Cotter pin i lll wardly, intermediate the ends of the lever,

so as to provide an upwardly extending recess 49 between the side plates 50 and 51. At the outer end of recess 49 a projection 53 has a downwardly facing curved surface which is adapted to engage the cam, hereinafter described, for lifting the lever. A linger 54 exscrewed into the opposite side wall of casing 2. A cap 58 screws onto the outer end of bonnet 57 and is adapted to force a gland 59 against a packing 60 to form a suitable steam tight joint around the rock shaft 55. The outer end of the rock shaft is formed of square or other irregular contour, as indicated at 61, for the attachment of asuitable operating lever or other means by which the rock shaft may be operated from a distance. As here shown, a socket member 62 having an integral counterweight 63 projecting laterally therefrom is attached .to the square end 61 of the shaft 55. One forked end portion 64 of a universal joint G5 is also formed y onV the socket member 62, the other forked end of the universal joint being attached to an operating rock shaft 66.

Formed on the inner portion of rock shaft so that it will be positioned directly under the valve lifting lever 38, is a cam 67 which projects substantially radially from shaft 55. rlhe upper curved side 68 of this cam engages the curved surface 53 on the under side of lever 38 to lift the same and the valve assembly when the cam is rotated in a. clockwise direction (Fig. 1) about the axis of rock shaft 55. It will be noted that during this turning movementof the cam, the major portion of the cam will project into the recess ft9 in the lower portion of the lever without contacting with the lever. In other words, the line of contact of surface 53 with the upper surface 68 of the cam will always Vremain substantiallyabove the aXis of shaft 55 so that the two effective lever arms of lever 38 will remain substantially constant at all elevations of the lever and at all positions of rotation of cam 67 A stop lug 69 formed on one side of cam 67 is adapted to engage a stop lug 70 formed on the inner face of valve casing 2 when the valves are in completely lowered position. Similarly, this lug 69 engages a second fined stop 71 in the casing to limit the upward swinging movement of the cam when the valve-lifting lever is completely elevated. This will stop the cam in such a position (see dotted lines Fig. 1) that it extends slightly past position at right angles to the lever and positively locks the lever against downward movement. At this time the leaf spring .t8 will be compressed against a portion of the upper wall of the valve casing (as shown `inV dotted lines, Fig.

1'), thereby preventing vibration of the parts and firmly holding the lever 38 down against the upper end of cam 67 to assist in locking the parts firmly in this open position. In the example here shown, theV spring 48 engages the under-surface of a capV or closure 72 which is screwed into the upper end of valve casing 2, .to permit access to the valves and valve operating parts for assembling or dis-assembling the apparatus. I

The counterweight v63 projects from thel shaft 55 atsuch an angle relative to the cam 67 that when the cam is in its raised leverlifting position, as shown in Figvl in dotted lines, practically the entire mass of the counterweight will be effective to hold the cam in its raised position. When the rock shaft 55 is rotated in a counter-clockwise direction, the spring 48 will throw the lever 38 downwardly to assist gravity in moving the valves to closed position. If for any reason the parts should stick, the cam 67 will engage the downwardly projectingV finger 54 on lever 38v and positively swing the lever downwardly. A

It will be noted, as shown in full lines in Figs. 1 and 3, that when in closed positions, all of the movable valve members 9, 20 and 31 will be held against their respective seats by gravity, assisted by the steam pressure within the casing 2. The weight of the valve-0perated lever 38 also assists y in holding the valves closed. When itis desired to permit a small quantiy of steam to bleed through the valve, the rock shaft 55 is rotated slightly in a clockwise direction (Fig. 1) sothat the camsurface 68- will engage the under surface of projection 53 and swing it slightly upwardly. yThis upward movement of lever 38 will lift the bleeding valve 31, raising its tapered lower end 33 from the valve Seat24 and opening the bleeding port. Neither the main nor auxiliary valves will be moved, since the pin 36 will simply move upwardly within the larger circular openings 18, 19, 29 and 30 in the respective yokes of these valve members.

`The amount of opening of the bleeding valve 31may be regulated to some extentby varying the distance through which the cani is rotated. Thevfriction of the valve operating connections, and of the rock shaft 55 in its bearings, will ordinarily be suflicient to holdv the bleeding valve in its adjusted position,

since these operating parts are counter-bal this valve from its seat 12. If the valve is to be completely'opened, thismovement of the operating camiscontinued so that the ends of transverse pin 36 willengage the upper portion of the openings 18 and 19 inthe yoke of the -main valve member 9,and .liftgtlie main valve plate l from its seat 7; Further movement of the valve operating parts will cause the three movable valve members to travel upwardly as a unit between the guides 37. As

` is indicated in dotted lines in Fig. l. All of these end train pipe valves, with the exception of the one at the extreme rear end of the train, will normally be `in this open position when in service, and it will be notedthat these valves are effectually locked in open position so that it will be practically impossible for the jolting of the cars to cause the gravity actuated valve members to fall to their lowered positions and close the valve openings. `When itis desired to close the valves, the

' rock shaft 55 is rotated in a counter-clockwise direction until the lug 69 on the cam engages the fixed stop 70. This will permit the valve members to fall to closed positions, they being assisted in this movement by the weight of the lever 38 andthe expansion of the spring 48, and if necessary, this movement will be assisted by the engagement of cam 67 with the downwardly curved finger 54 on operating lever 38.

It will be noted that for the initial opening of the valve, when the steam pressure upon the upper surfaces of the valves must be overcome, a very effective leverage is obtained, since the lowest portion of the cam is at this time in engagement with the lifting lever 38.

The provision of the recess 49 in lever 38, into which the outwardly extending portion of the cam projects, provides a longer lever arm on lever 38 and a shorter lever arm on the cam,

' than would be possible if the cam engaged directly with the lower surface of the lever 38. It will be noted that if the cam 67 engaged directly with the lower flat surface of the lever, as soon as the cam has been slightly rotated, in a clockwise direction, the cam would have a relatively long eective lever arm, and the lever arm of lever 38 would be correspondingly shortened, s'o that a much less effective leverage wouldbe obtained at this time when the greatest mechanical advantage is desirable.

After the valves have been broken loose from their seats, much less power is needed to complete the opening movementof the valves, and the higher portions of the cam come consecutively into play to quickly swing lever 38 to its completely elevated position. This opening of the valves is also facilitated by the fact that the graduated valves are successively opened` the smallest and hence most easily opened valve being moved first, then the intermediate valve, and lastly the largest main valve, so that the difference in pressure on the two sides of these valves will be gradually adjusted, thus decreasing the power necessary to break the larger valves loose from their seats.

Due to the limitations of the space in which these end train pipe valves must be mounted in certain installations, it is necessary that the operating shaft be mounted in the casing closely adjacent the vertical path of travel of the valve members. The present construction permits the desired arrangement of the parts and at the same time provides an edective leverage system for giving the necessary vertical movement to the valve members and also effectively locking the valves in open position.

We claim:

l. An end train pipe valve comprising a casing having inlet and outlet ports and a passageway therebetween, a valve seat surrounding said passage, a valve member movable vertically toward or from the seat, a lever having one end pivoted within the casing and the other end connected to the movable valve member, a horizontal rock shaft pivoted in the casing and extending beneath the lever, a cam member extending laterally from the shaft beneath the lever, said lever being formed with a downwardly opening recess lto receive the cam without the lever contacting therewith, and a downwardly extending contact surface at one end of the recess and substantially above the axis of rotation of the cam and resting on the cam, whereby the lever arms remain substantially constant in all positions of rotation of the cam.

2. An end train pipe valve comprising a casing having inlet and outlet ports` and a passageway therebetween, a valve seat surrounding said passage, a valve member movable vertically toward or from the seat, a lever having one end pivoted within the casing and the other end connected to the movable valve member, a horizontal rock shaft pivoted in the casing and extending beneath the lever, a cam member extending laterally from the shaft beneath the lever, said lever being formed with a downwardly opening recess to receive the cam without the lever contacting therewith, and a. downwardly extending contact surface at one end of the recess and substantially above the axis of rotation of the cam and resting on the cam, whereby the lever arms remain substantially constant in all positions of rotation of the cam, and a finger on the lever extending beneath the recess in position to be engaged by the cam to lower the lever.

3. An end train pipe valve comprising a casing having inlet and outlet ports and a passageway therebetween, a valve seat surrounding said passage, a valve member movlll able vertically toward or from the seat, a lever having one end pivoted within the casing and the other endconnected to the movable valve member, a horizontal roel; shaft pivoted in the casing and extending beneath the lever, a cam member extending laterally from the shaft beneath the lever, said lever being formed with a downwardly opening rei cess to receive the camv without the lever contacting therewith, and a downwardly extending contact surface at one end of the recess and substantially above the axis of rotation of the cam and resting on the cam, whereby the lever arms remain substantially constant in all positions of rotation of the cam, stops to limit the rotation of the cam, and a spring adapted to hold the lever against the cam when the lever is raised to its extreme elevation.

t. In an end train pipe valve comprising a valve member, adapted to be lifted substantially vertically from its seat, means for lifting the valve comprising a lever positioned at substantial right angles to the valve member, one end of the lever being mounted on a fixed pivot and the other end connected with the valve member, a rook shaft positioned transversely beneath the lever, and a cam on the shaft, the lower surface of the lever being formed with an upwardly extending recess to receive the cam, and a downwardly extending surface at one side of the recess adapted to engage the cam with substantially constant line contact in all positions of rotation of the cam.

5. In an end train pipe valve comprising a valve member, adapted to be lifted substantially vertically from its seat, means for lifting the valve comprising a lever positioned at substantial right angles to the valve member, one end of the lever being mounted on a fixed pivot and the other end connected with the valve member, a rock shaft positioned transversely beneath the lever, and a cam on the shaft, the lower surface of the lever being formed with an upwardly extending recess to receive the cam, and a downwardly extending surface at one side of the recess adapted to engage the Vcam with substantially constant line contact in all positions of rota- `to engage the cam with substantially constant line Contact in all positions of rotation of the cam., stops to limit the rotation of the cam, and a spring adapted to hold the lever against the cam when the lever is raised to its extreme elevation.

EGBERT H. GOLD. EDWARD A. RUSSELL.

tion of the cam and stops to limit the rotation of the cam.

6. In an end train pipe valve comprising a valve member, adapted to be lifted substantially vertically from its seat` means for lift- Y formed with an upwardly extending recess Y to receive the cam, and a downwardly extending surface at one side of the recess adapted 

